Arrival Management Architecture and Performance Analysis with Advanced Automation and Avionics Capabilities

Abstract

This paper describes an arrival management functional architecture that can be applied to the modeling and analysis of the broad range of arrival management operational concepts currently under consideration by the ATM community. This architecture includes a potential for 2 stages of ground-based arrival planning supported by a range of automation capabilities, as well as advanced navigation , communication and surveillance capabilities. The paper describes a methodology for performing trade studies on the operational concepts, and a fast-time modeling capability that is in use at Boeing to support the BCA Airspace Operational Design program. Trade study results are presented for concepts that include a single-stage arrival planning sy stem, Area Navigation (RNAV) and Required Navigation Performance (RNP) with path options, Required Time of Arrival (RTA) and airplane Merging and Spacing (M&S). I. Introduction The evolution of the Air Traffic Management (ATM) system from current operations to an envisioned system such as NextGen/SESAR is postulated to involve a progression of operational change from today’s tactical control by radar to a trajectory-based operation. The definition of trajectory-based operations is still evolving, but it is expected that required airplane capabilities will include 4D trajectory execution with lateral and vertical navigation performance bounds, as well as navigation to a required time of arrival at one or more points in space, and/or airplane traffic situation awareness with merging and spacing applications. This paper describes operational concept options for 4D trajectory-based arrival management, using Flight Management Systems (FMS) capable of RNAV, Vertical Navigation (VNAV), RNP, as well as RTA and M&S. Furthermore, it is assumed that the ATM automation system includes the capability of producing an optimized arrival management plan that maximizes the throughput of a large airport, while enabling the airplane to fully utilize the above capabilities. The authors believe that all of these capabilities could become available in modern airplanes and ground systems in the mid-term timeframe, defined in this work as the period 2013-2018, although work still remains to validate the air/ground integrated solution and operational benefits. The analysis presented here is focused on the use of the RNAV/RNP, VNAV, RTA and M&S capabilities during the arrival phase, starting in en route airspace while the airplane is still in cruise, through the initial descent to the TRACON meter fix and through TRACON airspace to the arrival runway. The paper assumes an arrival management process that is consistent with the current FAA automation architecture for Time-Based Metering, and with the capabilities of the NASA Center-TRACON Automation System (CTAS) that are designed to optimize traffic flow to the TRACON Meter Fix, i.e. the Traffic Management Advisor (TMA) and En Route Descent Advisor (EDA) 1-2 . Additionally, the paper assumes the use of an advanced automation capability for efficient operations through the TRACON that supports the airplane capabilities described above. The paper will make references to the use of these particular capabilities, but acknowledges that many other similar capabilities are already in use or under development by other Air Traffic Service (ATS) providers, and are expected to also evolve towards 4D trajectorybased operations.